Lawn tractor with electronic drive and control system

ABSTRACT

A drive and control system for a utility vehicle includes a CAN-Bus network and a vehicle control module operable to communicate signals to and from one or more components via the CAN-Bus network. The system includes first and second electric actuators with first and second electronic drive modules, respectively. The system includes a steering and drive input device and a steering and drive sensor module operable to post on the CAN-Bus network a steering and drive input command. The vehicle control module processes the steering and drive input command and post on the CAN-Bus network a steering and drive output command. The first and second electronic drive modules process and convert the steering and drive output command to appropriate first and second actuator commands to drive the first and second electric actuators to obtain the desired speed and direction of motion of the utility vehicle.

CROSS-REFERENCE

This application is a continuation of U.S. patent application Ser. No.16/041,547, filed on Jul. 20, 2018, which is a continuation of U.S.patent application Ser. No. 15/640,300, filed on Jun. 30, 2017, which isa continuation-in-part of U.S. patent application Ser. No. 15/056,839,filed on Feb. 29, 2016, which claims the benefit of U.S. ProvisionalPatent Application No. 62/126,569, filed on Feb. 28, 2015. Thisapplication also claims the benefit of U.S. Provisional PatentApplication No. 62/360,109, filed on Jul. 8, 2016. This application alsoclaims the benefit of U.S. Provisional Application No. 62/357,758, filedon Jul. 1, 2016. These prior applications are incorporated herein byreference in their entirety.

FIELD

The present disclosure relates to utility vehicles, such as lawnmowers,utility terrain vehicles, all-terrain vehicles, turf care devices, etc.,and more particularly to a communication network for an electroniccontrol system capable of controlling drive systems for a utilityvehicle such as a zero turn radius lawnmower.

The present disclosure also relates to the integration of analog anddigital signal devices, and more particularly to utility vehicles whichinclude legacy analog sensors as well as one or more digital controllerscapable of controlling a generator and a traction motor. The one or moredigital controllers permit communication between the analog and digitalsensors in a simple and cost effective manner.

The present disclosure also relates to systems and methods for remotelycommunicating with and programming utility vehicles.

BACKGROUND

Zero turn radius utility vehicles exist today in a wide variety of formsand types with lawnmowers being among the most popular. Typically, theprime mover for a zero turn radius lawnmower consists of an internalcombustion engine. The output from the internal combustion engine isthen coupled to one or more pulleys and/or a direct shaft link, forturning at least two different drive systems that are driven by therotary output of the engine.

The first drive system is usually a pulley, or a direct shaft link, thatdrives a tool, such as a blade system that turns the blades of thelawnmower. Other tools driven by the tool driver include snow blowers,tillers, winches and the like that can be driven by the tool driver thatis powered by the internal combustion engine.

The second drive system is usually a pulley, or a direct shaft link,that drives a propulsion system, such as a variable speed drive (e.g.hydrostatic, toroidal, friction, CVT or the like) or thegenerator/alternator of a hybrid propulsion system.

Hydrostatic zero turn propulsion systems are known, including at leasttwo outputs of a transmission or pair of transmissions that areindependently controllable with respect to each other. By independentlycontrolling the first and second transmission outputs, one can controlthe operation of the first and second driven wheels.

Although such propulsion systems for zero turn radius vehicles performtheir function in a workmanlike manner and provide the basis foroperation of a wide variety of highly functional and well receivedproducts on the market, room for improvement exists. In particular, roomfor improvement exists in being able to provide a propulsion system fora lawnmower that is more energy efficient. One way in which suchefficiency can be achieved is through the use of a hybrid propulsionsystem.

Hybrid propulsion systems and components therefor that are useable withlawnmowers are described in U.S. patent application Ser. No. 14/918,465,filed on Oct. 20, 2015, now U.S. Pat. No. 10,629,005, the terms of whichare incorporated fully herein by reference.

The hybrid propulsion system of the present disclosure preferablycomprises an internal combustion engine whose primary purpose is torotate a generator/alternator to thereby generate electricity. Theelectricity so generated is stored in one or more storage batteries.Electricity from the storage batteries is then directed to one or moreelectric motors. The electric motors are operatively coupled to thedriven wheels so that the rotation of the motor rotates the drivenwheels. In such systems a gear reduction assembly can be provided toreduce the speed of the rotary output of an electric motor to a rotaryoutput speed that is suitable for use in connection with the lawnmower.

One benefit of such a propulsion system is that it has the potential tobe more energy efficient than straight internal combustion driven powersystems. Another benefit is that it has the potential to simplify thedesign of the vehicle by employing electronic controls in place ofcomplex levers and linkages.

One difficulty encountered with a use of a plurality of electricalcontrols and electrically actuated components relates to operativelycoupling the various components and systems together. Coupling isnecessary both for facilitating communication between the components andto provide a power source for those components that may require power tooperate.

One way to provide power and communication between the variouscomponents is to couple the components together by hard wiring withconductors of appropriate gauges. Hard wiring is usually more reliableand cost-effective than wireless communications. Additionally, althoughcommunication signals can be easily transferred between components via aradio or wireless communication, it is often difficult to conduct powerbetween components by any means other than the use of a wire conductor.

One of the difficulties with wiring components together relates to thenumber of wires that must be employed to handle the myriad of componentsthat are employed for modem devices. Even allegedly “simple” devicessuch as zero turn radius lawnmowers can include a plurality ofcomponents that require a large number of wires being strung betweencomponents. The wiring necessary to appropriately serve all of thecomponents has the distinct potential to create the need for largewiring harnesses that may be difficult to install correctly during themanufacture of a device. As such, one object of the present disclosureis to provide a wiring system with reduced complexity.

Another issue that arises for designers and manufacturers of utilityvehicles is designing such vehicles to be flexible enough to be able toaccept additional, improved and newly developed electronic components.These may include electronic components such as global positioningdevices, inertial measurement units, temperature sensors, tachometers,processors and the like. Other examples may include processors thatcontrol the operation of the device to automatically “drive it,” bycontrolling the speed and direction of movement of the electricalmotors, along with processors that may communicate with all of thevarious sensors, GPS devices and other electronic components on theutility vehicle to transmit real time data relating to the operation ofthe vehicle via a phone or Wi-Fi link to a remote management or commandcenter.

Another desirable feature of such a wiring system would be the abilityof a system to quickly and easily adopt and be operatively coupled to anewly added or different controller.

In some embodiments, a “master controller” may not be a requiredcomponent of the utility device, as each of the individual componentsmay include enough processing power to handle the functions that theparticular component must perform, along with communicating with othercomponents of the utility vehicle so that the vehicle can perform all ofits intended functions. However, in other situations, a mastercontroller may be utilized to control one or more components, and may,from time to time, need to be upgraded to incorporate additionalfunctionalities, or to enhance the performance of the controller byperforming software upgrades and the like.

As such, one object of the present disclosure is to provide anelectronic control system that has the flexibility to incorporate a widevariety of existing components, sensors and other devices requiring anelectrical power or communication capability (collectively, “add ondevices”) that exist now, and that may exist in the future.

Known lawn-tractor type utility vehicles include a plurality of analogsensors which may include, among other things, an operator presencesensor, a parking brake sensor, a power take-off engagement sensor, anda transmission neutral sensor. Outputs from these sensors are typicallyfed into a bank of relays which utilizes simple ladder logic to makedeterminations such as whether the vehicle engine can be started orwhether the vehicle engine must be shut off during operation.

For example, if an operator presence sensor detects an operator issitting in a seat, a parking brake sensor detects engagement of theparking brake, and a power take-off sensor detects the power take-off isturned off the relays will be in a state such that the engine will beallowed to start. However, if an operator presence is detected, theparking brake is detected as being engaged, but the power take-off is inan on state then the engine will not be permitted to start. As anotherexample, if the parking brake sensor detects that the parking brake isdisengaged (e.g. the vehicle is being driven), and the operator presencesensor detects an operator is not present (e.g. the driver stands up)then a kill signal will be sent to the engine. Therefore, variouscombinations of sensor detection will permit the engine to start,prevent the engine from starting, or kill the engine.

There has been a recent trend to incorporate various electroniccomponents into lawn tractor-type vehicles for which operation bydigital controllers is desired. For example, in a hybrid-type lawnvehicle, digital controllers are utilized to control one or moreelectric motors and a generator. To incorporate these digitalcontrollers into such a vehicle, some manufacturers replace theaforementioned analog sensors with digital sensors. However, digitalsensors are typically more expensive than their analog counterparts andcan require very complex wiring systems. Additionally, in some instancesthe use of digital sensors can require a partial vehicle redesign.Therefore, it would be desirable to incorporate the analog sensors anddigital controllers in such a vehicle in a less complex and costeffective manner.

In addition, these controllers may be programmable and therefore allowfor a great degree of flexibility. A programmable controller can allowthe user to set and alter various parameters of the vehicle that canaffect the performance characteristics of the vehicle. However, theincorporation of such controllers can result in a very complicatedelectronic control and communication system.

Lawnmower vendors, original equipment manufacturers, and repairtechnicians desire a simple way to troubleshoot, repair, and/or setupthe electronic system. Presently a technician will plug in a custommanufactured programming device or laptop computer to performprogramming changes. However, both custom programming devices andlaptops require a substantial initial investment in equipment andsoftware and often require significant training to operate.

One potential solution would be to incorporate an onboard input device,having a screen, keypad, and necessary software, into the vehicle.However, utility vehicles are subjected to harsh environmental andoperating conditions such as large temperature swings, wet weather, andbumps; therefore, any onboard input device would need to be very rugged.This dedicated onboard input device, especially with a highly robust andrugged construction, would add substantial cost to the vehicle and maynot be seen as a “value added” feature to many consumers.

Therefore, it would be desirable to have a system which cantroubleshoot, setup, and/or repair the aforementioned controllers, whichrequires little skill to operate, is highly portable, and which requiresminimum cost. Therefore, further technological developments aredesirable in this area.

SUMMARY

In accordance with the present disclosure, a network system is providedfor inter-operatively coupling a plurality of electronic components of autility vehicle. The network system is provided for operatively couplinga plurality of electrical components of the utility vehicle together toprovide electrical power, communication, and diagnostic capabilitiesamong the electrical components of the network system. The networksystem comprises a first electrical component that includes a firstprocessor and a first port; a second electrical component that includesa second processor and a second port; and a third electrical componentthat includes a third processor and a third port. A first conductor isprovided that is coupled between the first and second components forconducting electrical power and communication signals between the firstand second electrical components. A second conductor is provided that iscoupled between the second and third components for conductingelectrical power and communication signals between the second and thirdcomponents. The processors of each of the first, second and thirdcomponents are capable of communicating with any of the other of thefirst, second and third components, without the need of a separatecontroller such that the first electrical component can communicate withand influence the operation of the third electrical component withoutbeing coupled through a separate controller, or being directly coupledthereto.

One feature of the present disclosure is that the first, second andthird components can be coupled to each other to communicate among eachother without the need of a controller. This feature has the advantageof significantly simplifying the wiring of components among each other.

As discussed above, the typical procedure is to couple each of thefirst, second and third components to a controller. In such anarrangement, a first component may then communicate with the thirdcomponent only by communicating with the controller, which then itselfcommunicates with the third component.

The present disclosure improves on this by enabling the user, forexample, to couple the first component to the second component, and thencouple the second component to the third component. The first componentcan then communicate with the third component, or any other component inthe network, without being coupled to a separate component. This permitsthe user and designer to simplify the wiring, by coupling each componentto its nearest network component, rather than requiring each componentto have a wire extended all the way through a separate controller, thatmay be located rather remotely of one or more of the particularcomponents of the network.

One embodiment of the present disclosure includes a unique controllerwhich processes, controls, and/or permits communication between aplurality of analog input signals, one or more analog output signals,and one or more digital controllers. Other embodiments include uniquecombined analog/digital controller apparatuses, systems, and methods.Further embodiments, inventions, forms, objects, features, advantages,aspects, and benefits of the present application are otherwise set forthor become apparent from the description and drawings included herein.

Another embodiment of the present disclosure includes a remote lawnmowerprogramming device. Other embodiments include unique lawnmowerprogramming, setup, diagnostic, and/or repair apparatuses, systems, andmethods.

These and other features of the present disclosure will become apparentto those skilled in the art upon a review of the drawings and detaileddescription contained herein.

BRIEF DESCRIPTION OF THE FIGURES

The description herein makes reference to the accompanying drawingswherein:

FIG. 1 is a schematic view of an exemplary hybrid zero turn radiusvehicle for use with the teachings herein.

FIG. 2 is a schematic view showing the various components of anexemplary drive system.

FIG. 3 is a schematic view showing the various control systems andcomponents of a utility vehicle.

FIG. 4 is a schematic view of a plurality of components of a utilityvehicle networked together in accordance with the disclosures herein.

FIG. 5 is a flow chart view of a process useable with the disclosuresherein.

FIG. 6 is an exemplary embodiment of a vehicle system including a systemstate controller.

FIG. 7 is an exemplary embodiment of a serial connection for a systemstate controller of the present disclosure.

FIG. 8 is an illustrative view of a steady state controller of thepresent disclosure.

FIG. 9 is an illustrative view of a method of controller operation ofthe present disclosure.

FIG. 10 is another embodiment of an illustrative view of a method ofoperation of the controller of the present disclosure.

FIG. 11 is a schematic view of a vehicle having operator control leversand incorporating a vehicle control system in accordance with thepresent disclosure.

FIG. 12 is a schematic view of one embodiment of a vehicle controlsystem in accordance with the present disclosure.

FIG. 13 is a schematic view of an embodiment of an inertial measurementunit of the present disclosure.

FIG. 14 is another schematic view of the vehicle control system shown inFIG. 1.

FIG. 15 is a schematic view of an embodiment of a vehicle integrationmodule of the present disclosure.

FIGS. 16 and 17 are block diagrams illustrating the functionality of oneembodiment of a vehicle integration module of the present disclosure.

FIG. 18 is a schematic representation of an illustrative embodiment of avehicle communication system including a remote programming device.

FIG. 19 is a schematic representation of an illustrative embodiment of ahybrid lawnmower in communication with a remote programming device.

FIG. 20 is a schematic illustration of a communication system forcommunicating between a remote programming device and a centralcontroller of a lawnmower.

FIGS. 21-25 depict various potential displays capable of being renderedby an illustrative embodiment of one graphical user interface of theremote programming device.

FIGS. 26-29 and 31-35 depict various potential displays of a secondillustrative embodiment of a graphical user interface of the remoteprogramming device.

FIG. 30 is a schematic illustration of a block diagram of a batterypower relay.

DETAILED DESCRIPTION

The description that follows describes, illustrates and exemplifies oneor more particular embodiments of the present disclosure in accordancewith its principles. This description is not provided to limit theinvention to the embodiment or embodiments described herein, but ratherto explain and teach the principles of the invention in such a way toenable one of ordinary skill in the art to understand these principlesand, with that understanding, be able to apply them to practice not onlythe embodiment or embodiments described herein, but also otherembodiments that may come to mind in accordance with these principles.

The scope of the present disclosure is intended to cover all suchembodiments that may fall within the scope of the appended claims,either literally or under the doctrine of equivalents.

The present specification is intended to be taken as a whole andinterpreted in accordance with the principles of the present disclosureas taught herein and understood by one of ordinary skill in the art. Itshould be appreciated that any of the features of an embodimentdiscussed with reference to the figures herein may be combined with orsubstituted for features discussed in connection with other embodimentsin this disclosure.

FIG. 1 depicts an embodiment of a zero turn hybrid utility vehicle 100,which by way of example only is a riding utility vehicle. Variouscomponents of vehicle 100 can be mounted on and supported by a frame112. In particular, an engine 102, alternators 106, battery 108,electric transaxles 110 a, 110 b, and traction controllers 120 a, 120 bcan be mounted on frame 112. Frame 112 also supports a deck 118, whichmay be of fixed height (relative to ground), ground-following, or heightadjustable as known in the art. Deck 118 can include mowing blades andis intended to be representative of other ground engaging equipment suchas brush cutters, aerators, and the like.

Operator seat 130 is positioned above deck 118 and is also affixed toframe 112. Frame 112 is supported above ground by a pair of casterwheels 116 and a pair of driven wheels 114.

An engine 102, such as a gasoline or diesel type internal combustionengine drives the alternators 106 via a belt and pulley assembly 104.Alternators 106 generate electric power to charge a battery 108. Thealternators could be replaced with generators. Battery 108 supplieselectric power to electric transaxles 110 a, 110 b. Electric transaxles110 a, 110 b provide rotational output through a pair of output shafts111 a, 111 b to rotationally drive a pair of driven wheels 114.

Traction controllers 120 a, 120 b can control the speed and direction ofdriven wheels 114 by controlling the respective electric transaxles 110a, 110 b, based on inputs from an operator (sitting in operator seat130). Traction controllers 120 a, 120 b are mounted near the rear ofvehicle 100 near electric transaxles 110 a, 110 b away from engine 102to aid in cooling, although other locations are possible. The operatorcan provide speed and direction inputs through a pair of drive levers132 a, 132 b. Each transaxle 110 a, 110 b may include a brake mechanism107.

Drive levers 132 a, 132 b can connect to a pair of control assemblies140 a, 140 b via mechanical linkages 134 a, and 134 b. Controlassemblies 140 a, 140 b can each include a mechanical return to neutral(“RTN”) mechanism 141 and a potentiometer 142 to communicate theposition of drive levers 132 a and 132 b to traction controllers 120 aand 120 b respectively.

Based on the position of drive levers 132 a, 132 b, potentiometers 142can provide varying inputs to traction controllers 120 a, 120 b so thatelectric transaxles 110 a, 110 b (and wheels 114) are driven as desiredby the operator. In the absence of inputs from the operator, RTNmechanisms 141 can force the drive levers 132 a, 132 b to a neutralposition. Front caster wheels 116 react in response to the actions ofrear driven wheels 114. An optional onboard processor 121 may beprovided for processing various data streams fed to it by the sensors124 and a GPS unit 123. Processor 121 may also include a transceiver122.

Turning now to FIG. 2, an exemplary drive system is shown schematically.The internal combustion engine 56 contains a downwardly extending outputshaft 58. The output shaft of engine 56 drives two primary devices. Thefirst device driven by the output shaft is a generator or alternator 60that generates electricity for operating the electric motors that drivethe wheels of the utility vehicle of the present disclosure. The otheroutput device comprises a rotatable accessory output device 64. Suchoutput devices may include blades 66 on a lawnmower, tines on a plow, orother attachments to which one may attach to the utility vehicle. Theseattachments may include rollers, sprayers or other power drivenaccessories.

The common feature shared by many mower attachments is that they aredriven by a belt that is coupled either directly or indirectly to theoutput shaft 58 of internal combustion engine 56. The rotation of engine56 turns a pulley 72 that, through a belt 70, actuates the accessories,such as the blades 66. The primary driving device that is driven by theengine 56 with the drive system of the current invention is alternator60 provided for generating electricity which is then transmitted to abattery 76, for storage for later use.

Energy that is stored in battery 76 is then delivered by wiring 77 to acontroller 78 that controls the current from the battery, and directsthe current to the proper component of the utility vehicle. User inputdevices 79, 81 are coupled to the controller 78 so that the user cancontrol the action of the controller 78 and hence, direct where theoutput from battery 76 is directed. Information about the alternator 60,batteries 76, controller 78 and user input devices 79, 81 will bediscussed in more detail below.

The output from the controller 78 is directed to one or more electricmotors 82, 83, 84, 85. As shown in FIG. 2, there exist four electricmotors including first electric motor 82, second electric motor 83,third electric motor 84 and fourth electric motor 85. The motor arrayshown in FIG. 2 contemplates a single motor being used for each of fourwheels 87, 88, 89, 90 of a four wheel vehicle. The use of four electricmotors 82, 83, 84, 85 is relatively less common than the more common useof just a first 82 and second 83 motor for controlling first and secondwheels 87, 88, with third and fourth wheels 89, 90 being non-driven,rather than driven wheels. For example, as shown in FIG. 1, the fronttwo wheels 116 are not driven wheels. The driving of vehicle 100 is doneby the first and second (left and right) rear driven wheels 114.

Each of the motors 82-85 is coupled to a gear box 93, 94, 95, 96 that inmost cases, comprises a reduction gear box, so that the rotational speed(RPM) output of the motors 82-85 is reduced to a suitable rotationalspeed for driving the wheels 87-90. The gear boxes are coupled to theirrespective wheels 87-90.

It is usually advisable to provide a gear box between the output of theelectric motors 82-85 and the respective first 87, second 88, third 89and fourth 90 wheels, but is not necessary in all situations.

FIG. 3 shows a first embodiment of an electronic control system 324having a master controller 328 that includes a plurality of input portsand a plurality of output ports. The input ports receive informationfrom a variety of sources and sensors. The sensors include a motorsensor 332 that senses the operating condition and operating status ofthe various electric drive motors. Although a single motor sensor 332 isshown, it is more likely that the motor sensor comprises a plurality ofmotor sensors 332, with one sensor being coupled to each of the variouselectric drive motors 368,370.

The second sensor comprises a neutral sensor 336. A neutral sensor 336is provided to tell the master controller 328 whether the vehicle is ina “neutral” drive state. This neutral sensor 336 is employed as a safetydevice to ensure that the engine does not start with the device “ingear,” because starting in gear would cause the vehicle to lurch forwardor backward. Rather, the neutral sensor 336 can help to ensure that thevehicle will not jump forward or backward when starting.

Similarly, a brake sensor 340 provides a signal to the master controller328 to tell the master controller 328 that the brake is actuated. Thisbrake sensor 340 is also a safety device, as many vehicles require thebrakes to be actuated before the engine of the vehicle begins operation,hence requiring the brake sensor 340 to be actuated.

Another sensor is a seat sensor 342 that detects the presence of weighton the vehicle seat. This sensor 342 is also employed as a safetyfeature to ensure that the engine is not started with the user not beingappropriately positioned on the seat. A final input source is the on/offswitch 344. The on/off switch 344 will tell the master controller 328whether it has permission to actuate the engine and commence operation.

One of the outputs is an output that is referred to as the engine killoutput switch 348. The engine kill output switch 348 enables the mastercontroller 328 to control whether the engine is allowed to start, orwhether the engine is allowed to continue running.

Normally, the engine kill switch 348 is defaulted so as to not allow theengine to run. The engine is not allowed to run until the mastercontroller 328 senses that all the appropriate run conditions exist. Forexample, the master controller 328 will have the engine kill output 348in the “kill the engine” mode unless the on/off switch 344 is turned toon, the brake sensor 340 recognizes the brake as being actuated, theseat sensor 342 recognizes that the seat has weight put on it, and theneutral sensor 336 senses that the vehicle is in neutral. If allappropriate conditions are met, the engine kill switch 348 will move toan engine run position wherein the engine is allowed to run, and beturned on by the on/off switch 344.

There is also a brake output control 350 that is coupled to the mastercontroller 328. The brake output control 350 can run in severaldifferent modes. For example, the brake output control 350 can work inconjunction with the engine kill switch 348. If the controller sensesthat a problem has arisen that should cause the engine to be shut off(such as if the user comes out of his seat), the master controller maysend an output signal to the engine kill switch 348 to kill the engine,along with a signal to the brake output 350 to cause the brake to beactuated to cause the vehicle to stop.

Another way in which the brake output 350 can function is to work inconjunction with the neutral sensor 336, so that if the vehicle issensed to be in neutral, the brake will be engaged. In such a situationwhen the user wishes to stop the vehicle, the user places it in neutral.Although the placement of a moving vehicle in neutral will normallycause the vehicle to continue to roll in the direction in which it ismoving, the coupling of the neutral sensor 336 to the brake output 350causes the brake to be engaged, so that by placing the vehicle inneutral, one is effectively applying the brake, thereby causing thevehicle to not be easily movable. The master controller 328 also has oneor two inputs for receiving signals and commands from the user actuatedspeed and direction interface 352, such as the drive levers 132 a, 132 bof vehicle 100.

Most importantly, the master controller 328 includes a first output 356that is directed to a first motor controller 358, and a second output360 that is directed to the second motor controller 362. In devices withmultiple motors, there would also likely be a third and/or fourth motoroutput controller in addition to a first and second motor outputcontrollers shown in FIG. 3.

The first motor output controller 358 is a high current type of outputcontroller, that is configured to deal with the high current outputsthat are transmitted between the battery and/or alternator and the drivemotors 368,370 that are coupled to the wheels 374, 376 of the vehicle.The first and second motor controllers 358, 362 are coupled to the firstand second motors 368,370 respectively, for controlling the operation ofthe first and second motors 368, 370. The rotational outputs for themotors 368, 370 are then transmitted through first and second gear boxes380, 382, respectively, and ultimately to the first and second drivewheels 374, 376.

The propulsion system for driving a zero turn hybrid utility vehicle islikely to be an electric hub motor that is coupled to a gear reductionmember for driving the driven wheel. The hub motor 368 is preferably oneof an AC motor, a DC brushless motor, or a DC brush motor. The hub motorhas an output that is coupled to a gear box that has an output shaft(axle) that is coupled to a wheel of the utility vehicle. The gear boxreduces the rotational speed of the output of the hub motor to asuitable speed for turning the wheel at an appropriate speed and withsufficient torque.

The networking system of the present disclosure is best described withregard to FIG. 4, which shows a plurality of electronic or electricallyactuated components that may be found on a utility vehicle, such as azero turn radius lawnmower. The various components such as the enginekill switch 406, light switch 410, and others are characterized in thateach of them includes appropriate circuitry that enables the device toachieve its intended function, as described above. Additionally, each ofthe devices, such as the engine kill switch 406 and light switch 410should include a port that enables a conductor to be connected to thecomponent, such as conductor 408 that extends between the engine killswitch 406 and the light switch 410. The conductor such as conductor 408is preferably a standard, off-the-shelf conductor that includessufficient wiring having a sufficient gauge to carry communicationsignals and/or current for power between the components, such as enginekill switch 406 and light switch 410.

For many of the components, the power required to drive the particularcomponent is relatively small, and measured in fractional amps ormilliamps. For such components, standard conductors of the type that arenormally associated with these conductors having USB connector type endswill typically suffice. However, conductors that conduct a large amountof amperage, such as the conductors 506, 500 between the first andsecond high current controllers 504, 498 and respective motors 508 and502, would probably be made of a larger (lower gauge) wire that hassufficient amperage carrying capacity to carry the current necessary tooperate the large power consuming components, such as first motor 508and second motor 502. It will be understood that independent conductorsmay be required for components requiring a large amount of amperage.

Preferably, the ports of the various components should comprise portsthat are configured as commonly employed ports, such as USB ports, miniUSB ports, HDMI ports, etc., so as to cut down on the expenses that aretypically entailed with customer connectors (plugs). For example, mostor all of the components that require low power can include female USBports, and the plug of the conductor (e.g. 408) that plugs into theports can be a conductor having a pair of male USB connector plugs oneither end of the conductor, so that in the case of conductor 408, afirst plug of the conductor can extend into the USB receiving port ofthe engine kill switch 406, while a second plug of conductor 408 can bereceived into the receiving USB port of the light switch 410.

Additionally, each of the components should have a processor capable ofprocessing information. The processing capability need not necessarilybe a large processing capability. Rather, the processing capability thateach component should contain should be sufficient both to operate thecomponent and to generate and receive a mating or handshake signal tofind the component to which it is to mate and to then mate with andestablish a communication protocol with that component. In addition toits processing capabilities, each component should have communicationcapabilities to enable the particular component to communicate with itsappropriate counterpart component. Communication capabilities should besuch that the kill switch, when coupled to the network, can send asignal to other components of the network to find another component withwhich it should interact, and thereby be operatively coupled to.

For example, the engine kill switch 406 should be able to havesufficient communication abilities to communicate with the first andsecond motor controllers 504, 498, to be able to cause motor controllers504, 498 to turn off in a situation wherein the engine needs to bekilled, and the engine kill switch 406 is actuated to do so.Additionally (or alternately), the engine kill switch 406 can bedesigned to communicate with and be coupled to the on/off switch 446 ofthe utility vehicle, so as to be able to communicate with the on/offswitch to turn the utility vehicle “off,” in the event that the enginekill switch 406 is actuated.

In the present disclosure, it will be noted that the various electroniccomponents are all coupled together, so that any of the variouscomponents can communicate with any of the other various componentswithin the network. However, this operative coupling together is notnecessarily a direct connection wherein a conductor extends between thetwo components that are communicating with each other.

Nor is it a design wherein all of the conductors feed into a centralcontroller that then serves as a switching station for directingappropriate signals from the sending component to the desired recipientcomponent that is being controlled by the sending component. Rather,conductors are directed between the adjacent or closest component toadjacent or contiguous components. Although for example, the engine killswitch 406 is coupled directly to the light switch 410 by conductor 408,the fact that the light switch 410 is coupled to the first brakecontroller 414, and thereby, directly or indirectly to every othercomponent, means that the engine kill switch 406 need not be directlycoupled to the component, such as the on/off switch 446 with which itdesires to communicate. Rather, the engine kill switch 406 joins thenetwork that can relay its signal from the engine kill switch 406 to theon/off switch 446, for example, which is the component that the enginekill switch 406 desires to communicate with.

Unless otherwise stated, the particular components perform the functionthat they were described to perform above in this application.

The components include an engine kill switch 406 that is coupled througha conductor 408 to a light switch 410. The light switch is coupled by aconductor 412 to a first brake controller 414, for operating the firstbrake (such as the left hand brake) on the utility vehicle of thepresent disclosure. The first brake controller 414 is coupled by aconnector 416 a to a gauge cluster including first gauge 418, secondgauge 420 and third gauge 422. These gauges can include for example, apower gauge, an oil pressure gauge, an amperage gauge and a temperaturegauge, or may include a variety of other gauges that would be useful touse on the vehicle. The gauges are preferably designed as a gaugecluster, so that a single port will couple the gauge cluster 417 to itsfellow components, rather than each of the gauges individually 418, 420,422 being required to be coupled independently to an adjacent component.In such a case, a central processor to which each of the gauges 418,420, 422 of the gauge cluster 417 are coupled can be employed, oralternately, each of the gauges can be equipped with its own processorthat communicates out of a single control processor port.

Conductor 416 b conducts signals between the gauge cluster 417 and thesecond brake controller 430. A conductor 432 conducts signals betweenthe second brake controller 430 and the power take off control switch434. A pair of conductors 436, 438 emerges from the power take offcontrol switch 434 with one conductor 438 connecting the power take offcontrol switch 434 to the second motor sensor 442. The other conductor436 conducts communication signals between power take off control switch434 and neutral sensor 440. Neutral sensor 440 includes a conductor 444that conducts communication signals between neutral sensor 440 andon/off switch 446. The conductor 448 conducts communication signalsbetween a first joystick 450 and the on/off switch 446. Joystick 450serves as a first direction and speed controller for the vehicle.

A conductor 452 conducts signals between the first and second joysticks450, 456 and a conductor 458 conducts communication signals between thesecond joystick 456 and a controller 460 for controlling the internalcombustion engine of the vehicle. A conductor 462 conducts communicationsignals between the engine controller 460 and the battery controller464.

A first motor sensor 468 includes a conductor 470 for conducting signalsbetween the first motor sensor and a junction box 472. The junction box472 includes a plurality of ports for coupling the semi-mastercontroller containing junction box 472 to a plurality of slave-likecomponents 474-482. The slave components are shown here as sensors, andmay or may not have any controller functionality, as the controllerfunctionality may well be contained within the junction box 472.Alternately, the junction box 472 may not include any controlfacilities, but rather may be little more than a switch box that canaccept signals from the various slave components 474-482 and thenconduct these signals to an opposite port and conductor.

The various slave components include a first conductor 484 forconducting signals between junction box 472 and first seat sensor 474,and a second conductor 486 for carrying communications between thejunction box 472 and a second seat sensor 476.

Additionally, there are three engine sensors 478, 480, 482 that eachrespectively includes its own conductor 488, 490, 492 for deliveringsignals between the junction box 472 and the respective three enginesensors 478, 480, and 482. Illustratively, the engine sensors cancomprise sensors such as a tachometer 478, a temperature gauge 480 andan oil pressure switch and/or gauge 482. The junction box 472 alsoincludes a conductor 473 for conducting signals between the junction box472 and a second motor sensor 442.

The second motor sensor 442 includes a conductor 496 for communicatingsignals between the second motor sensor 442 and a high current motoroutput controller 498. A communications conductor 505 extends betweenthe second high current motor controller 498 and the first high currentmotor controller 504. A conductor 500 connects second motor controller498 and second motor 502 and conductor 506 connects first motorcontroller 504 and first motor 508.

It will be appreciated that the selection of which component to couple agiven component to appears to be somewhat random. In practice, it islikely that a particular component will be coupled to that componentthat is in the closest physical relationship to the first component, soas to minimize wiring complexity and wiring costs.

Notwithstanding this, the networking system of the present disclosureallows anyone of the components to communicate with any of the othercomponents. For example, the first brake controller 414 can communicatewith the joystick 450, even though they are not directly coupled to eachother.

Turning now to FIG. 5, a set-up procedure will be disclosed that setsforth the manner in which the various components communicate. The firststep is for the user to connect the components together with theconductor.

The user connects the various components together in a manner similar tothat shown in FIG. 4, wherein conductors extend between a port on onedevice and a port on a second device, with the particular deviceconnection sequence usually influenced by spatial considerations ratherthan functional considerations.

A user interface, such as user interface 512 is then coupled to thesystem. The user interface 512 can be a permanently connected interface,or one that is coupled on a temporary basis. For example, one can couplea computer to a port, such as a communications port (not shown) of thevehicle that would then allow the user interface 512 to communicate withall of the various components of the device.

The components are then turned on and the interface is then set to runthe setup program for setting up the components for the first time.

When first set up, the components will be divided, conceptually, intotwo major types of components. These components include discretionarycomponents and nondiscretionary components. As used herein,non-discretionary components refer to those components that are capableof communicating and interacting with only one or one particular set ofother components.

For example, the neutral sensor 440 is a non-discretionary component, asthe only other components that the neutral sensor 440 communicates withare the on/off switch 446 and the transmission (not shown). The neutralsensor 440 senses the neutral state of the drive system, and thencommunicates this with the on/off switch 446 to ensure that the deviceis not allowed to be in the “on” position unless the neutral sensor 440senses that the drive system is not in the neutral state.

Another similar, non-discretionary switch is the engine kill switch 406,as in a preferred embodiment, it communicates only with the on/offswitch 446. As such, if the engine kill switch is actuated to cease theoperation of the engine, it communicates with the on/off switch 446 toturn the utility vehicle off, to thereby stop the first and second motor508, 502, along with the internal combustion engine.

During setup, the initiation of the setup program will causenon-discretionary components to send out communication signals to findthe appropriate component or set of components with which they aresupposed to be mating, and communicating with during the operation ofthe device.

The other group of components is discretionary components. Thediscretionary components require some sort of user interaction in orderto mate the component with its appropriate other component. For example,first and second joysticks 450, 456 are designed for mating with thefirst and second motor controllers 504, 498. However, which of theparticular joysticks 450,456 mates with which of the motor controllers498, 504, is somewhat discretionary. As such, during the setup program,the user interface may flash a display instructing the user to decidewhich motor controller he wishes to associate the first joystick 450with, and would also query the user as to which motor controller 498 or504 he wishes to associate the second joystick 456 with.

Although the user interface 512 should be controllable, such as with atouch screen or the like, and should be capable of displaying a message,it need not do so. For example, the user interface can be something assimple as lights on a joystick that would light up to tell the user thathe is to then engage the first joystick to associate it with aparticular controller. For example, by moving the joystick to the left,the user could conceivably then associate the first joystick with thefirst or left hand motor 508.

A similar protocol could be used with the second joystick. During thesetup procedure, the interface is used to enable the user to mate thediscretionary components with the proper components to which the userdecides to associate them. After both discretionary andnon-discretionary components are so mated, the setup will end. Aftersetup has ended, the user can then begin the operation of the device.

With the removable user interface, the interface device such as acomputer can be removed after all of the discretionary andnon-discretionary components are appropriately set up. With a permanentuser interface, the interface can be employed for setup purposes alongwith other control and information display related purposes.

Preferably, the customer interface enables the user to go back in tore-set up the components if the user wishes to change the matingcharacteristics of the component, or if a new component is added.

FIG. 6 illustrates one embodiment of a vehicle system 650 including asystem state controller. In this embodiment, a vehicle 621 includes aninternal combustion engine 602. The internal combustion engine 602 candrive a generator 604 which can be structured to provide electricity toone or more traction motors 606, 608 which drive one or more tractionwheels 609. The generator 604 further provides electricity to a battery610 and, in some forms, can additionally act as a motor to start theengine 602. The vehicle 621 can include a power take-off (PTO) such asmowing deck 622 which includes a plurality of grass cutting blades.

Vehicle 621 is illustrated as a garden tractor driven via tractionmotors 606, 608 and generator 604. However, vehicle 621 can be poweredby various drive means and can take other forms, including but notlimited to a zero-turn mower, a utility vehicle, a rice planter orharvester, a golf cart, or any other vehicle in which it may bedesirable to integrate analog inputs and/or outputs and digitalcontrollers. These analog inputs and/or outputs, digital controllers,and the integration thereof will be discussed hereinafter.

The generator 604 and the traction motors 606, 608 are electromechanicaldevices which convert mechanical to electrical energy, as is the casewith generator 604, or electrical to mechanical energy, as is the casewith traction motors 606, 608. In one specific form, the traction motors606, 608 and the generator 604 are brushless DC permanent magnet motors;however, any electro-mechanical device is contemplated including, butnot limited to brushed DC motors, asynchronous motors, or synchronousmotors. The PTO can be directly driven by the internal combustion engine602 or can be driven by an electric motor, depending on the specificapplication.

The vehicle 621 includes a plurality of analog sensors. An analogoperator presence sensor 614 detects the presence of an operator in aspecified location. The operator presence sensor 614 can be located atany one of various points of the vehicle 621 depending on the vehicleconfiguration. As illustrated in FIG. 6, the operator presence sensor614 detects if an operator is sitting in seat 612.

An analog parking brake sensor 616 detects if the parking brake isengaged or disengaged. A vehicle 621 analog neutral sensor 618 detectsif the vehicle 621 is placed in a drive state of neutral. An analog PTOengagement sensor 620 detects if the PTO is engaged or disengaged.Although various analog sensors have been discussed, it is contemplatedthat any number and/or type of analog sensors may be connected to thevehicle 621 depending on a desired application.

Additionally, some of the previously discussed analog sensors/controlscan be digital depending upon the specific application. For example,vehicle kill control 634 is illustrated as an analog signal. Vehiclekill control 634 can prevent the engine 602 from being started and/orcan kill the engine during vehicle operation should a kill vehiclecondition arise. In an analog scenario, this could be completed bysimply grounding the engine, or the like. However, in other forms thevehicle kill control 634 can be a digital engine controller 634 which,among other things, can control electronic fuel injection, ignition,valve timing and can prevent engine starting or can kill the engine bysimply cutting fuel and/or preventing ignition.

The vehicle 621 additionally includes a plurality of digitalcontrollers. The motors 606, 608 are in electronic communication withmotor controllers 632, 628 respectively. The motor controllers 632, 628can control the speed, direction of rotation, and the like of the motors606, 608. The motor controllers 632, 628 can additionally providefeedback from the motors 606, 608 such as motor temperature, motorrevolutions per minute, and the like. The generator 604 is controlled bya generator controller 630. The generator controller 630 can controlvarious functioning of the generator, including but not limited togenerator loading and power output.

Although specific digital controllers have been discussed, it iscontemplated that any number and type of digital controllers and/orprocessors can be incorporated into the vehicle 621 depending on thedesired vehicle specifications. In certain embodiments, the controllerscan form a portion of a processing subsystem including one or morecomputing devices having memory, processing, and communication hardware.The controllers may be a single integrated device or distributeddevices, may be modules which communicate unilaterally or bilaterallywith other modules, and the functions of the controller may be performedby hardware and/or software. In various forms, the controllers may alsoinclude AC/DC converters, rectifiers, or the like.

A vehicle controller 640 is in electrical communication with the variousanalog sensors/controllers and the digital controllers. In one form, thevehicle controller 640 can unilaterally communicate with the variousanalog sensors/controllers and bilaterally communicates with the variousdigital controllers. Referring now to FIG. 7, the system statecontroller 640 and the digital controllers can communicate over a bus650 or other communications network, including but not limited to ahardwired digital network, a CAN network, or a wireless network. In onespecific form, the network 650 is the MowNet network system owned byHydro-Gear Limited Partnership, the assignee of the instant application.

FIG. 7 illustrates a serial bus-style connection between the systemcomponents. The serial bus 650 connection is illustrated as beingcomprised of a plurality of nodes in series, wherein each digitalcontroller (e.g. motor controllers 628, 632, generator controller 630,digital engine controller 634, and a digital display controller 652) isa node which can include a microprocessor. In this manner, each of thedigital controllers can communicate with each other as well as with thesystem state controller 640. The digital display controller 652 can beconfigured to display messages from the various digital controllers,analog sensors, the system state controller, and/or can be utilized asan input device by an operator to communicate with the system statecontroller. In further forms, the digital display controller 652 can beutilized to diagnose system issues via the system state controller 640.

As can be understood by one of ordinary skill, the system statecontroller 640 and digital controllers can be placed in electroniccommunication in various ways. In one specific non-limiting form, thesystem state controller 640 and the digital controllers are connectedthrough a five pin wiring harness connection; however, otherconfigurations are contemplated herein.

The system state controller 640 permits the communication of analogdevices, collectively 654, to be transmitted to and/or from the network650. Referring now to FIG. 8, one form of the system state controller isillustrated. The system state controller 640 can include amicroprocessor 700, a serial CAN Bus style TRX/RE communications device708, and a power regulator 712. However, it is contemplated that device708 can be incorporated into microprocessor 700 and that the systemstate controller may contain various other modules, microprocessors,AC/DC converters, or the like. The system state controller 640 canbilaterally communicate with the digital controllers on the network 650.

The microprocessor 700 receives various analog inputs 702, 704 from oneor more of the analog devices 654 and can send analog signals 706 to oneor more of the analog devices 654. The microprocessor 700 converts thesevarious analog inputs 702, 704 into digital signals 710 which can betransmitted over the network 650 to the various digital controllers.Additionally, the microprocessor 700 can convert various digital signals710 to an analog signal. For example, the microprocessor can output akill engine 634 signal in response to various digital signals 710 whichwould trigger a kill engine command. The integration via the systemstate controller 640 of the legacy analog inputs/outputs with thenetwork 650 can allow for a significantly less complex system (e.g.wiring harnesses) and can greatly reduce the overall system cost, andtherefore, vehicle cost.

FIG. 9 illustrates one embodiment of a method 800 of operation of asystem state controller 640. The system state controller 640 receives aplurality of analog signals from a plurality of sensors at 802. Thesystem state controller 640 converts these analog signals to digitalsignals at 804. The system state controller 640 receives digital signalsfrom one or more digital controllers and/or sensors at 806. The systemstate controller 640 processes these digital signals to determine avehicle system state at 808. In response to the system state, the systemstate controller 640 and/or the distributed digital controllers can varya state of the engine, motor, or PTO at 810.

FIG. 10 illustrates another embodiment of a method 900 of operation of asystem state controller 640. The controller 640 receives a plurality ofanalog signals from a plurality of sensors at 902. At 904, thecontroller 640 determines a “go” or “no go” state of each analog sensor.At 906, the controller receives digital signals from one or morecontrollers and/or sensors. At 908, the controller 640 determines avehicle system state in response to the digital signals and the “go” or“no go” state of each analog sensor.

The communication between the digital controllers, the system statecontroller, the analog signals, as well as a determination of a vehiclesystem state will be discussed by way of example. Referring back toFIGS. 6-8, prior to vehicle 621 startup, the left hand drive motorcontroller 632 can communicate over the network 650 “left hand drive isready to operate.” The right hand drive motor controller 628 cancommunicate over the network 650 “right hand drive is ready to operate.”The analog sensors 654 can communicate to the system state controller640 “go” whereby the system state controller 640 can communicate to thenetwork 650 “analog sensors ready to operate.”

However, as was discussed with FIG. 9, alternately, each analog sensorcan communicate “go” or no go” to the system state controller 640whereby the system state controller 640 can convert this analog signalinto a digital message such as “parking brake engaged”, “PTOdisengaged”, and/or “neutral off” The system state controller 640 canthen determine vehicle system state is in an operable condition “permitstartup.” Alternately, if one or more digital controllers or analogsensors present a “no go” or abnormal signal, then the vehicle will bedetermined to be in a “kill engine” or “do not permit startup”condition.

During vehicle 621 operation, should an operator input an increase drivespeed command, this can be communicated via network 650 to the motorcontrollers 632, 628 such that the vehicle speed is increased. Shouldthe operator decide to turn left, this command can be communicated tothe motor controllers 632, 628 such that the speed of the right handmotor 608 is increased relative the left hand motor 606 such that a lefthand turn is achieved. The generator controller 630 can respond to powerdemand from the motor controllers 632, 628 as well as to the batterystate of charge.

The system state controller 640 can detect a low charge condition inwhich case the system state controller 640 can communicate to thegenerator controller 630 “increase power output.” In some forms, thedecision whether to drive motors 606, 608 can reside within the motorcontrollers 632, 628. For example, if motor controller 632 detects anoverheat or over-speed condition, among other possible fault conditions,it can issue a “stop driving command” to the system state controller 640via network 650. The system state controller 640 will then issue a “stopdriving command” to the other motor controller 628 via network 650 andthe vehicle will stop.

In another form, the vehicle 621 can be operated via power from battery610 without the internal combustion engine 602. For example, an operatorcould send an “electric drive” command to the system state controller640 which would either issue a “kill engine” or “do not start engine”command to the engine controller 634. Alternately, should the enginecontroller 634 detect an engine fault condition (e.g. low oil, overheat,etc.) the engine controller 634 can send a “kill engine” command to thesystem state controller 640. Although specific commands have beenillustrated in response to specific conditions, it is contemplated thatvarious other commands can be sent in response to various otherconditions as may be desirable for varied design parameters.

FIG. 11 depicts another embodiment of a zero turn vehicle 190incorporating another embodiment of a vehicle control system 180operable to interface with other vehicle systems via a CAN Bus. Vehicle190 includes a frame 192 on which is mounted a prime mover, such asinternal combustion engine 191, that drives a pair of hydrostatictransaxles 194L, 194R by means of a conventional power transferapparatus, such as belt and pulley system 197. Internal combustionengine 191 may further drive (by means of belt and pulley system 197) anoptional mowing deck 198 having mowing blade(s) 198 a. Mowing deck 198may be selectively engaged by operation of a manual or electricclutch-brake-pulley mechanism (not shown).

Each of the hydrostatic transaxles 194L, 194R includes an output axle179 engaged to a drive wheel 193 to provide propulsion and steering asdirected by the vehicle operator via control levers 183L, 183R engagedto respective speed control mechanisms 165L, 165R or via optionaljoystick 199 (including a joystick sensor module). Vehicle 190 also hasa pair of non-driven, non-steered caster wheels 195 that freely pivotand track in response to the steering impetus provided by the drivewheels 193. Each hydrostatic transaxle 194L, 194R has an electricactuator 173L, 173R mounted thereon to control the output thereof.Electric actuators 173L, 173R receive power from a 12V battery 175 thatis charged by an alternator or similar power generating device (notshown). Each electric actuator 173L, 173R is connected to a VehicleIntegration Module (VIM) 161 by way of a CAN Bus (communication network)160. CAN Bus 160 is powered through the VIM 161, which receives powerfrom battery 175 when key switch 162 is turned on, and directs power andserial communication through CAN Bus 160. The aforementioned pair ofspeed control mechanisms 165L, 165R, comprising speed and directioncontrollers (a.k.a. Lap Bar Sensor Modules) 167L, 167R, respectively,are also in communication with the VIM 161 via CAN Bus 160. Controlsignals are generated and transmitted by the Lap Bar Sensor Modules167L, 167R via CAN Bus 160 in response to operator manipulation of theleft and right-side control levers 183L, 183R engaged to the pair ofspeed control mechanisms 165L, 165R. A neutral switch 166 may beincluded with each speed control mechanism 165L, 165R. A CAN Bustermination module 168 (comprising a resistor) is connected to each endof the CAN Bus 160 network wiring harness to ensure communication speedand signal integrity on CAN Bus 160. This type of termination isnecessary and typical in a CAN Bus communication system. A CAN BusT-Connector 169 facilitates connection of any of the aforementionedcomponents to CAN Bus 160.

For purposes of this disclosure, the respective speed control mechanisms165L, 165R may include any or all of the speed control mechanisms,features and functionality described in U.S. patent application Ser. No.15/377,706, filed Dec. 13, 2016, which is incorporated by referenceherein in its entirety. That application is now issued as U.S. Pat. No.10,414,436. Likewise, the electric actuator 173L, 173R may include anyor all of the features and functionality described in U.S. ProvisionalPatent Application No. 62/481,422, filed Apr. 4, 2017, which isincorporated by reference herein in its entirety. That application isnow itself incorporated into U.S. patent application Ser. No.15/944,571, which issued as U.S. Pat. No. 10,890,253.

As shown in FIGS. 11 and 12, vehicle control system 180 may include anumber of intelligent, electronic modules functioning as a single systemand coordinating their activities via CAN Bus 160. These modules include(but are not limited to) the aforementioned Vehicle Integration Module(VIM) 161; Lap Bar Sensor Modules (LBSM) 167L, 167R; joystick withJoystick Sensor Module (JSM) 199; electric actuators 173L, 173Rincluding High Speed Actuators with integrated Electronic Drive Modules(HSA-EDM) 173L, 173R; CAN Bus Termination Modules (CTRM) 168; UserInterface Module (UIM) 163; Diagnostic Module and GUI (DIAG) 164; andStability Control Module (SCM) 181, among others. In some embodiments,VIM 161 includes a Bluetooth Module for external communications with aremote device, such as a portable communications device or a web server.UIM 163 may include a display screen, a touch screen, or any other userinterface to receive user input and/or to display or communicate systemfunction, status, or other data to the user. The SCM 181 may beconfigured to provide stability control and related features andbenefits, including straight line tracking, wheel slip and tractioncontrol, hillside stability and rollover protection. The SCM 181 mayinclude all of the features and functionality described in U.S. patentapplication Ser. No. 15/082,425, filed Mar. 28, 2016, now U.S. Pat. No.9,764,734, which is incorporated by reference herein in its entirety.

In some embodiments, SCM 181 is an Inertial Measurement Unit (IMU)module 200. As shown in FIG. 13, the IMU module 200 may be configured toinclude a 9-axis IMU 201, a microprocessor 202, power filtering andconversion 203, temperature sensor 204, and a CAN interface 205 forcommunicating data over CAN Bus 160. The 9-axis IMU 201 includes a3-axis accelerometer 206, a 3-axis gyroscope 207, and a 3-axismagnetometer 208. In this way, the IMU module 200 may be capable of9-axis motion processing, including 3-axis accelerometer processing,3-axis gyroscope processing, and 3-axis magnetometer processing fortraction and stability control of the vehicle, and particularly, toensure the vehicle maintains a straight track on level ground as well asmaintaining a straight track while traversing a side slope. In suchinstances, the IMU module 200 may also include an attitude and headingreference system for yaw, pitch, and roll control of the vehicle. To dothis, the IMU module 200, via one or more algorithms, may fuse theoutput from each of the 3-axis accelerometer 206, the 3-axis gyroscope207, and the 3-axis magnetometer 208 to obtain a vector in 3 dimensions.In other embodiments, the output of each of the 3-axis accelerometer206, the 3-axis gyroscope 207, and the 3-axis magnetometer 208 may beutilized separately. From the user's standpoint, the one or morealgorithms may be configured to provide real-time, dynamic, andeffortless control of the vehicle when the vehicle is operating on ahill, for example.

In some embodiments, the 3-axis accelerometer 206, the 3-axis gyroscope207, and the 3-axis magnetometer 208 are operating when the vehicle isturned “on.” An on/off switch (not shown) may trigger the one or morealgorithms to utilize the output from user selected or predeterminedones of the 3-axis accelerometer 206, the 3-axis gyroscope 207, and the3-axis magnetometer 208 to automatically adjust vehicle roll angle,vehicle yaw, and vehicle speed, for example. The one or more algorithmsmay dynamically adjust vehicle drive system input to result in a userexperience of effortless control of the vehicle.

The 9-axis IMU 201 may be isolation mounted in a housing to minimizenoise and data loss of the 9-axis IMU 201. The IMU module 200 may beitself be isolation mounted to the vehicle via a mechanical, vibrationand shock damping mount system. For example, a visco-elastic materialsuch as Sorbothane®, which is available from Sorbothane, Inc., may beused to isolate the IMU module 200 from vibration during use of thevehicle. The SCM 181 and the IMU module 200 may be electrically poweredvia CAN Bus 160 as described herein.

In one embodiment, a Motion Processing Unit (MPU) 209 of the IMU module200 is configured to receive data from the 3-axis gyroscope 207 and the3-axis accelerometer 206 of the 9-axis IMU 201. The MPU 209 may beconfigured to fuse the data based on Digital Motion Processer (DMP)settings and produce quaternions. The data will be placed on the FIFOalong with data from the 3-axis magnetometer 208 as well as any otherselected data. An interrupt pin may be asserted so the microprocessor202 will know data is ready. The microprocessor interrupt serviceroutine may be configured to read the FIFO and load the data into aMotion Processing Library (MPL). The microprocessor 202 can now querythe MPL for quaternions, Euler angles, heading, etc. The microprocessor202 may be configured to generate appropriate messages based on themodule configuration settings and place the messages on CAN bus 160.

In some embodiments, the data available from the IMU module 200 mayinclude:

Module system status

IMU calibration status

IMU self-test status

IMU Temperature ° C.

Quaternion (w, x, y, z)

Yaw, Pitch, Roll degrees

Heading degrees

Heading (fused) degrees

Accelerometer (x, y, z) g

Gyroscope (x, y, z) (°/s)

Magnetometer (x, y, z)

Magnetometer strength uT

Accumulated Gyroscope (x, y, z) degrees

Accelerometer tilt x to z degrees

Accelerometer tilt y to z degrees

Accelerometer tilt x to y degrees

Vehicle control system 180 may include multiple IMU modules, (includingan IMU module 200) of one or more configurations. Each IMU module may becapable of parameter tuning or adjustment over CAN Bus 160 via a plug-ininterface or via remote programming device 1180 described below. Tunableparameters may be defined by user access level so that only a user withthe specified access level may modify the value of the parameter.

Referring to FIGS. 11, 12 and 14, operator commands (in the form ofabsolute position data of the control levers 183L, 183R) are generatedby the LBSM pair 167L, 167R (or, optionally, via joystick with JSM 199)and communicated to the CAN Bus 160 network. The HSA-EDM 173L, 173R andVIM 161 may be configured to monitor these commands and if valid,respond by driving the actuator(s) to the requested position(s). Invalidcommands are responded to with appropriate error handling or failsaferoutines.

In one embodiment, the VIM 161 may monitor LBSM position updatesreceived over the CAN Bus 160 and respond if data is invalid. Forexample, the VIM 161 may be configured to monitor vehicle status andoverride operator position commands if necessary for proper control ofvehicle 190. The VIM 161 may provide status information to the operatorof vehicle 190 for a variety of system functions including speed,operating temperature and battery status when the vehicle contains a UIM163 and this feature is enabled. The UIM 163 may be configured todisplay vehicle status information messages generated by the VIM 161 andtransmitted via the CAN Bus 160 to the vehicle operator. The UIM 163 mayinclude any form of display device or system that may be removablyconnected to the VIM 161 when needed by the user.

The HSA-EDM 173L, 173R may be configured to respond to speed, positionand diagnostic requests received over the CAN Bus 160, and communicateits status, absolute position and error codes to the VIM 161 over theCAN Bus 160. For example, the HSA-EDM 173L, 173R system may continuouslycompare the actual actuator positions to the operator-requestedpositions and drive the actuator motors to the commanded positions usinga motion profile based on tunable parameters stored in the non-volatilememory of each HSA-EDM 173L, 173R.

Turning to FIG. 15, the VIM 161 is shown in more detail. The VIM 161 maybe configured similar to a master controller, such as master controller328 described above. VIM 161 may include a DC to DC power supply,microprocessor-based control board, and input/output bus housed in arugged enclosure, and may be configured to operate on a 12V powersource. The VIM 161 may include microprocessor 210, non-volatile memory212, one or more data input ports 214, and CAN Bus interface 216. TheVIM 161 may be configured to enable one or more display modules ordevices to be plugged into one or more ports of the VIM 161 to enable auser to interface with the VIM 161. The VIM 161 may be configured toreceive commands, such as module status signals, and process thosesignals within 5 ms of reception. The VIM 161 may be configured totransmit data, such as system safety data, or retransmit data, such asoperator inputs, such that the transmitted or retransmitted data is notmore than 5 ms old at the time of transmission.

As described above, CAN Bus 160 is powered through the VIM 161. Thepower initiation sequence begins when key switch 162 is turned on. Powerfrom battery 175 when key switch 162 is turned on is directed to CAN Bus160 to power CAN Bus 160. When the vehicle is running, power fromalternator 176 may be directed (via battery 175) to the VIM 161 and toCAN Bus 160.

During vehicle operation, control signals are generated and transmittedvia CAN Bus 160 in response to operator manipulation of the left andright-side control levers 183L, 183R engaged to the pair of speedcontrol mechanisms 165L, 165R. The VIM 161 may be configured todetermine system operational status based on the status of theindividual modules described above as well as safety interlock sensordata, etc., and control the state of the electric actuators 173L, 173Ras appropriate.

System data logging to memory 212, providing vehicle system messages tothe user via the UIM 163, and vehicle system management and control maybe performed entirely by the VIM 161. For example, the VIM 161 may beconfigured to log and store the safety interlock status, vehicle sensoralarm status, error and fault condition status, and minimum and maximumVIM temperatures.

The VIM 161 may be configured to send a control signal to the electricactuators 173L, 173R to reduce the speed of the vehicle to apredetermined speed, including stopping all vehicle motion, uponreceiving or detecting one or more fault conditions, errors or datalying outside of predetermined ranges or limits.

The VIM 161 may be configured to receive engine kill requests from anyof the modules described above. When an engine kill request is receivedby the VIM 161, the VIM 161 may provide an active low (GND) signal toshut down the vehicle prime mover, such as internal combustion engine191. Likewise, when the vehicle operator turns the key switch 162 to theoff position, the VIM receives a low power signal, which causes the VIM161 to initiate the step of powering down vehicle systems. The VIM 161may be configured to maintain its own internal power for a short periodof time to enable it to perform vehicle power down functions safely.

Turning to FIGS. 16 and 17, there is shown a schematic flow diagramillustrating the operational behavior of one embodiment of the VIM 161.At step 10, power from battery 175 is commanded “on” by virtue of thevehicle operator turning the key switch 162 to the “on” position. Atstep 11, the VIM 161 performs power-on functional self-checks, and setsthe initial conditions for one or more relays and safety sensors. Forexample, VIM 161 may set to “enable” a Kill Relay configured to providea kill engine signal to the engine. Simultaneously, the VIM 161 may setto “disable” a Start Relay to avoid prematurely powering a starter motorof the engine before the VIM 161 determines that all required relays arepresent and functional in accordance with Step 12.

If the VIM 161 determines that not all required relays are present orfunctional, then a latch fault condition occurs, which sets in motion asignal from the VIM 161 to power off vehicle systems, as shown at Steps13, 14 a, and 15 a. If the VIM 161 instead determines that all requiredrelays are present and functional, then at Step 16 the VIM 161 detectswhether all required modules are present and functional.

If the VIM 161 detects that not all required modules are present andfunctional at Step 17, then at Step 18 the VIM 161 is programmed to waita predetermined period of time to allow all of the modules to startcommunicating with the VIM 161 over the CAN Bus 160. At Step 14 b, theVIM 161 confirms the key switch 162 is still in the on position, and ifnot, the VIM 161 may provide an active low (GND) signal to power offvehicle systems, as shown at Step 15 b. If the VIM 161 confirms the keyswitch 162 is still in the “on” position at step 14 b, then the VIM 161may provide an active high signal, and restarts the module detectionStep 16.

If the VIM 161 detects that all modules are present and functional atstep 17, the communication system is allowed to enter a “running” modeat step 19. Then, at Step 20, the VIM 161 determines the status of thesafety interlock system. The safety interlock system may include one ormore sensors, such as any of the sensors described above including aneutral sensor, brake sensor, operator seat sensor, and power take-offsensor. (It should be noted that some of these “sensors” may be simpleswitches.) The VIM 161 may be configured to detect a fault conditionwith respect to any signal provided to the VIM 161 from any one or moreof these sensors. At Step 20, if the VIM 161 determines that the signalfrom one or more of these sensors is indicative of an unsafe condition,then at Step 21 the VIM 161 sets the vehicle safety status to “KillEngine,” and at Step 22 the VIM 161 enables the Kill Engine relay whiledisabling the Start Relay. At Step 14 c, the VIM 161 provides an activelow (GND) signal regardless of whether the position of the key switch162 is set to “on” to power off vehicle systems, as shown at Step 15 c.

If at Step 20 the VIM 161 determines that the signal from one or more ofthese sensors is indicative of a safe condition, then at Step 23 the VIM161 is configured to process safe state requests from other vehiclemodules. At Step 24, the VIM 161 evaluates the most severe requestedsafe state from the other modules, and if the VIM 161 receives a signalcorresponding to an Engine Kill state or a Force to Neutral state, thenat Step 25, the VIM 161 sets the safety status to the requested state,and enables the Kill Relay while disabling the Start Relay and providesan active low (GND) signal to power off vehicle systems, as shown inStep 15 c.

If at Step 24 the VIM 161 receives no Engine Kill signal or Force toNeutral signal from any of the other modules, then at Step 26 the VIM161 disables the Kill Relay and sets the safety status to “OK.” At Step27, the VIM 161 confirms whether it is configured to receive virtualoperator input, and if yes, then at Step 28 the VIM 161 processes andtransmits position commands to the electric actuator(s) 173L, 173R. Ifno, then at Step 29 the VIM 161 determines whether the transaxles 194L,194R are in a neutral position.

If at Step 29 the VIM 161 determines that one or both of the transaxles194L, 194R are not in a neutral position, the VIM 161 at Step 31disables the Start Relay and provides an active low (GND) signal topower off vehicle systems, as shown in Step 15 c.

If both of the transaxles 194L, 194R are determined by the VIM 161 to bein a neutral position, then at Step 30 the VIM 161 enables the startrelay and provides an active high signal to enable power from thebattery 175 to be directed to the engine starter motor to start theengine 191, assuming the key switch 162 remains in the “on” position.Apart from mechanical engine failure, the engine 191 will remain runninguntil the key switch 162 is turned to the “off” position or until theVIM 161 enables the Kill Relay and thereafter provides an active low(GND) signal upon determination of a fault condition.

Turning now to FIG. 18 there is shown an embodiment of a vehiclecommunication system 1100 including a remote programming device 1180 foruse with communicating with a utility vehicle, such as a mowing vehicle.The remote programming device 1180 wirelessly communicates with one ormore onboard controllers 1116 of a mowing vehicle 1121. The remoteprogramming device 1180 can additionally be in electronic communicationwith one or more communication outlets, such as cellular towers 1190,internet service providers, etc. as will be discussed herein.

Referring now to FIG. 19, the mowing vehicle 1121 includes an internalcombustion engine 1102. The internal combustion engine 1102 can drive agenerator 1104 which can be structured to provide electricity to one ormore traction motors 1106, 1108 which drive one or more traction wheels1161, 1151. The generator 1104 further provides electricity to a battery1128 which, in some forms, can directly power the traction motors 1106,1108.

As illustrated, a left hand drive traction motor 1106 powers left handtraction wheel 1161 and a right hand drive traction motor 1108 providespower to a right hand traction wheel 1151. The vehicle 1121 can includea power take-off (PTO) 1137 such as a mower deck which includes aplurality of grass cutting blades.

Utility vehicle 1121 is illustrated as a hybrid-type lawnmower drivenvia traction motors 1106, 1108 and generator 1104. However, vehicle 1121can be powered by various drive means including, but not limited to anelectric only drive or mechanical only drive. The vehicle 1121 can takevarious forms, including but not limited to utility vehicles such as azero-turn mower, a utility terrain vehicle, a rice planter or harvester,a golf cart, or any other vehicle in which it may be desirable tointegrate various controllers which can be programmed by a remoteprogramming device 1180.

The generator 1104 and the traction motors 1106, 1108 areelectro-mechanical devices that convert mechanical to electrical energy,as is the case with generator 1104, or electrical to mechanical energy,as is the case with traction motors 1106, 1108. In one specific form,the traction motors 1106, 1108 and the generator 1104 are brushless DCpermanent magnet motors. However, any electro-mechanical device iscontemplated including, but not limited to brushed DC motors,asynchronous motors, or synchronous motors. The PTO 1137 can be directlydriven by the internal combustion engine 1102 or can be driven by anelectric motor, depending on the specific application.

The vehicle 1121 additionally includes a plurality of digitalcontrollers. The motors 1106, 1108 are in electronic communication withmotor controllers 1110, and 1114 respectively. The motor controllers1110, 1114 can control the speed, direction, and the like of the motors1106, 1108. The motor controllers 1110, 1114 can additionally receivefeedback from the motors 1106, 1108 such as motor temperature, motorrevolutions per minute, and the like.

The generator 1104 is controlled by a generator controller 1112. Thegenerator controller 1112 can control various functions of the generator1104, including but not limited to generator loading and power outputand can additionally provide feedback from the generator 1104 such ascurrent, temperature, voltage, and the like. An internal combustionengine controller 1118 can control various aspects of the internalcombustion engine 1102 including fuel injection, timing and the like.Additionally, the internal combustion engine controller 1118 can providefeedback with regard to the operational conditions of the internalcombustion engine 1102 such as engine speed, engine load, enginetemperature, and/or various engine fault conditions. As illustrated, aleft drive speed controller 1122 communicates speed and directionrequests to the left motor controller 1110 and a right drive speedcontroller 1124 communicates speed and direction requests to the rightmotor controller 1114. Vehicle ground drive speed and direction requestsmay be received from the operator via the operator's movement of aninput device, such as a joystick (e.g., joystick 450 described above) ora lap bar (described below). One or more sensors may be configured todetect the operator's movement of these devices, which movement may beinterpreted from the sensor data output by the sensors by a controller,such as a central controller 1116 ad more fully described below.

A central controller 1116 is illustrated in electronic communicationwith the various digital controllers. As can be understood by one ofordinary skill, the central controller 1116 and digital controllers canbe placed in electronic communication in various ways. For example, theillustrated central controller 1116 and the digital controllers areconnected in series via a bus 1126 whereby each controller cancommunicate with each of the other controllers as well as the centralcontroller 1116. However, it is contemplated that any means may beutilized wherein one or more of the digital controllers are placed inelectronic communication with the central controller 1116.

Additionally, the central controller 1116 can receive a plurality ofanalog inputs from various sensors (not shown) such as an operatorpresence sensor, a parking brake engagement state sensor, a PTOengagement state sensor, and a vehicle neutral engagement state sensor.The aforementioned controllers and analog sensors can not only senseand/or determine operating conditions of the components of the mowingvehicle 1121 but can also sense and/or determine operational conditionsof the lawnmower (e.g. speed, vehicle incline, turn angle, and thelike).

The central controller 1116 can include one or more microprocessors andvarious modules to perform the desired functions of central controller1116. As illustrated, the central controller 1116 includes acommunication module 1140, a GPS module 1160, and a systemhealth/diagnostic module 1150.

In an alternate form, the traction wheels of the vehicle 1121 arepowered by the internal combustion engine 1102 via a hydrostatictransmission (not shown). This hydrostatic transmission is in partcontrolled by an electronic servo controller which controlselectronically operated valves within the transmission. The output speedof the hydrostatic transmission is varied by a swash plate which can becontrolled by an electric motor through the servo controller. In thisform, the remote programming device 1180 can wirelessly interface withthe electronic servo controller.

Although the remote programming device 1180 is illustrated as solelycommunicating with the central controller 1116 which transfersinformation to/from the bus 1126, it is contemplated that theprogramming device 1180 can communicate wirelessly with any controlleronboard vehicle 1121 designed to receive wireless signals, such as asafety module. This wireless connectivity can be integrated into theboards of the one or more controllers of the vehicle 1121. Additionally,the controllers of the vehicle 1121 may be set up as a distributedsystem whereby no central controller 1116 is present. In such aconfiguration, one or more of the controllers can wirelessly communicatewith the programming device 1180 and can then communicate with one ormore of the other controllers on the vehicle 1121. Any controllerconfiguration whereby at least one controller is configured to sendfeedback from the controller(s) to the remote programming device 1180and receive input from the remote programming device 1180 iscontemplated herein.

Although specific digital and/or analog controllers and processers arediscussed, any number and type of digital controllers, analogcontrollers, analog sensors, and/or processors can be incorporated intothe vehicle 1121, depending on the desired vehicle configuration. Incertain embodiments, the controllers can form a portion of a processingsubsystem including one or more computing devices having memory,processing, and communication hardware. The controllers may either be asingle integrated device or a distributed device having modules whichcommunicate unilaterally or bilaterally with other modules. Thefunctions of the controller may be performed by hardware and/orsoftware. In various forms, the controllers may also include AC/DCconverters, analog/digital converters, rectifiers, or the like.

FIG. 20 depicts a schematic illustration of a remote programming device1180 in wireless communication with a controller 1116. This wirelessinterface between the remote programming device 1180 and the controller1116 of the vehicle 1121 permits bilateral communication of informationbetween the programming device 1180 and the one or more controllers ofthe vehicle 1121. For example, the remote programming device 1180 canreceive information from the vehicle 1121, such as feedback from thevarious controllers on the vehicle 1121. The remote programming device1180 can also send values and/or parameters to one or more of thecontrollers of the vehicle 1121.

The remote programming device 1180 includes a screen 1304, a processor(not shown), and a graphical user interface (GUI) 1302. The remoteprogramming device 1180 also includes an input device such as a keypad(not shown), or screen 1304 may be a touchscreen. In a preferred form,the remote programming device 1180 is a smartphone equipped with aBluetooth transmission module. Alternately, the remote programmingdevice 1180 can take other forms, such as a tablet, laptop, or any otherdevice with wireless communication abilities.

The remote programming device 1180 communicates over a wirelessconnection 1306 with the one or more controllers 1116. In one form, thewireless connection 1306 is a Bluetooth connection. However, it iscontemplated that various wireless connection types can be utilizedwhich may operate over various frequencies, utilize various protocols,or the like. For example, Z-wave, ZigBee, Apple Communications, and nearfield communication are all contemplated as possible wirelessconnections 1306. Alternately, the programming device 1180 maycommunicate indirectly with the controller 1116 through, for example, awireless internet connection or cellular tower.

As discussed above, the remote programming device 1180 bilaterallycommunicates with one or more controllers 1116 of the vehicle 1121. Inan exemplary form, the controller 1116 includes a processor 1308, acommunication module 1140, a GPS module 1160, and a system health module1150. These various processors and modules can be integrated ordistributed within the system. For example, the GPS module 1160 can belocated on the vehicle 1121 remote from the controller 1116 or can beintegrated into the controller 1116. The communication module 1140 cantake various forms such that bilateral communication with the remoteprogramming device 1180 is facilitated.

The graphical user interface (GUI) 1302 of the remote programming device1180 permits a user, technician, or the like to wirelessly send andreceive data from the controller 1116. In one form, the graphical userinterface 1302 is an application that can be downloaded from, forexample, the Apple App Store or Google Play. The GUI 1302 can includevarious intuitive icons and diagrams such that even a novice user caneasily understand how to interpret and control various parameters of thevehicle 1121.

The bilateral communication between the remote programming device 1180and the controller 1116 enables a user, technician, or the like toperform an initial vehicle setup and/or program an initial operation ofthe vehicle 1121, change or update one or more controllers or displayother vehicle settings after initial setup, diagnose and troubleshootissues with one or more systems of the vehicle 1121, and expedite and/orenable repair of the vehicle. During an initial setup, variousoperational and control parameters of the vehicle 1121 are communicatedto the controller 1116 via the remote programming device 1180.

The initial setup allows the user to program the operational parametersof the vehicle 1121. By way of example, the initial setup of a zero-turnhybrid mower will now be described. In a preferred form, this initialsetup can take place prior to delivery to an end user.

A technician at a manufacturing facility can enter a programming mode ofthe application of the remote programming device 1180. The remoteprogramming device 1180 can ask for “input from left lap bar.” The usercan then move the left lap bar thereby programming which lap bar isleft. It is important to note that, from the factory, many mowers arenot programmed on the assembly line to identify left and right, sincethe left lap bar accelerator, right lap bar accelerator, left motor, andright motor may be identical components merely placed in oppositelocations.

Once the left lap bar has been designated, the remote programming device1180 can request “move left lap bar forward” in response to which themotor controller can identify the left motor as well as the forwarddirection for the left motor. This process can then be repeated toprogram the right lap bar and motor, or alternately, the system canself-program based upon the “left” inputs.

Further, the remote programming device 1180 can request “left lap barforward” then “left lap bar backward” to determine the zero position ofthe lap bar. This process can then be repeated to zero the right lapbar. The remote programming device can also allow a technician tocalibrate and/or program the vehicle top speed and/or ensure that theleft motor and the right motor both operate at the same speed inresponse to an equidistant movement of both lap bars in a forward and/orreverse direction.

Additionally, an end user may be able to program certain aspects ofvehicle 1121 functionality. For example, an end user who is a novice canprogram a lower top speed than what was initially set. Alternately, anend user may be able to set predetermined angles at which the vehicle1121 will not operate to prevent the device from operating at an unsafeangle on a hill.

The vehicle may also utilize GPS data from the GPS module 1160 to setparameters. For example, should the GPS determine the mower is in WestVirginia, and in hilly or rocky terrain, a “hill safe mode” may beinitiated and/or a lower top speed allowed. On the other hand, if theGPS determines the mower is in a flat part of Kansas, a “flat terrainmode” may be entered and a greater top speed may be allowed.

Although the GPS module is illustrated as being integrated into thecontroller 1116 of the vehicle 1121, it is contemplated that the GPS canbe located within the remote programming device 1180, as is the casewith most smartphones. In this case, GPS data and programmingcharacteristics derived therefrom can be sent to the controller 1116.

The remote programming device 1180 can also facilitate diagnostics andtroubleshooting operations. For example, if a vehicle 1121 problem isdetected, a user and/or technician can access a diagnostic screen of theremote programming device 1180. This screen can report such things as“overheat condition in left motor”, “over-speed condition in generator”,or “communication failure with right motor”, among various faultconditions. Those component conditions which could trigger faults arecommunicated from the various controllers as was previously discussedwith regard to the individual system components (e.g. the motorcontroller sends voltage, temperature, and speed signals). Should afault occur with regard to software, the remote programming device 1180can detect the fault and update the software or otherwise correct thesoftware fault.

The remote programming device 1180 can allow for ease of preventivemaintenance as well as ease of access to vehicle information. Forexample, the remote programming device can signal “200 hours has beenreached, change oil in internal combustion engine” or “it has been sixmonths since the last vehicle service.” The remote programming devicecan also display service information such as how frequently to changethe oil, replace the spark plugs, service the motors, or the like.

The remote programming device 1180 also facilitates repair of acomponent once a problem has been diagnosed.

In some forms, should a fault be detected, the GUI 1302 can provide alink to the service website which may include instructions or videos onhow to repair the issue such that the fault condition is resolved.Additionally, the fault screen can specify the exact parts and/or partnumbers which should be ordered to complete the repair, the location ofthe nearest dealer, and/or contact information for a certified servicetechnician.

Although various setup, diagnostic, and repair examples have beendiscussed, it is contemplated that any parameters, data, or the like maybe desired to be transferred to/from the controller 1116 to/from theremote programming device 1180 depending upon the specific application,the vehicle 1121 type, and the desired user access to the vehicle 1121functionality as would be understood by one of ordinary skill.

In various forms, the access to functionality of the remote programmingdevice 1180 can be user specific. For example, an end user may be ableto select from various drive profiles which would vary vehicleoperation. However, an end user may be prevented from setting thevoltage of a given motor. However, a technician may be able to perform afull vehicle setup, change various vehicle parameters and the like. Anauthorized dealer may be granted full access such that any parameter maybe changed. These levels of functionality can be controlled through theapplication via, e.g. which version can be downloaded byentering/supplying a user code or the like.

FIGS. 21-25 depict an exemplary GUI 1302. As illustrated, analarm/status tab, a screenshot tab, a calibration tab, and a log tab,among others, can be included. FIG. 21 illustrates an Electronic SystemStatus interface. A user can select one or more items (e.g. LeftAccelerator, Right Accelerator, Left Controller, Right Controller,System Health, or the like) to receive information about these systemsand/or to set up operational parameters for these systems.

FIG. 22 illustrates an Application Settings screen, whereby a user mayupdate the application, turn on/off the wireless communication from theremote programming device 1180, or push updates to the remoteprogramming device and/or the vehicle 1121 controllers. As illustrated,various links for ease of use can be provided. For example, a link toservice information is illustrated.

FIG. 23 illustrates a Calibration screen. This screen permits a user toeither auto-calibrate or manually calibrate various system componentssuch as the left accelerator, right accelerator, left feedback, and/orright feedback, among other components. Although exemplary voltageranges are illustrated, i.e. 1-5 V, other voltage ranges may be utilizeddepending upon the specific application.

FIG. 24 illustrates a Fault Log. In this exemplary fault log, the faultdate, fault severity level, system and/or component where the faultoccurred, and description of the fault, are illustrated. For example,the Fault Log can illustrate that on Mar. 21, 2016 a critical faultoccurred with regard to the right accelerator in that communication waslost with the right accelerator. During this fault state, if a userselected the right accelerator status, the screen of FIG. 25 would bedisplayed. The status screen can depict, for example, the part number ofthe specific component status being viewed, the fault (Status), aDescription of the fault, and a Potential Cause of the fault.

Another exemplary GUI 1302 for the remote programming device 1180 isillustrated in FIGS. 26-29 and 31-35. Referring now to FIGS. 26-29, thecontroller “State” indicator 1901 displays the current state/status/modeof the controller. The present state/status/mode of the controller, asillustrated in FIG. 26, is “Start Mode” 1900. Battery voltage display1902 indicates the present battery voltage (12.69 VDC in this example)and, if voltage drops below a certain level, a “Low Battery” voltageindicator 1904 will be activated. For example, the “Low Battery”indicator 1904 can be triggered if a voltage bus connection drops to acertain level for a given time (e.g. 10.5 V for 50 ms or 9.5 V for 30ms). The first column 1906 pertains to the status and alarms of the leftelectric actuator, such as electric actuator 173L. The second column1908 pertains to the status and alarms of the right electric actuator,such as electric actuator 173R.

The third column 1910 illustrates the status and alarms of the leftaccelerator (e.g. LBSM 167L) or a left joystick. The fourth column 1912displays the status and alarms of the right accelerator (e.g. LBSM 167R)or a right joystick. The “System Alarms” column 1914 pertains to thestatus and alarms for a specific vehicle control system.

Referring now to FIG. 27, an illustrative description of various alarms1916 will be given. An “Open Circuit” alarm can be triggered if acircuit is temporarily blocked. A “Short Circuit” alarm can indicatethat a short circuit to high voltage has been reached (e.g. a voltage issensed or determined as being above a threshold limit, for example 4.88volts). A “Broken Circuit” alarm can indicate that voltage swings over aspecified time limit exceed a desired limit. The “Position Limit” alarmcan be triggered if the position of a left or right feedback sensor isoutside of the limits specified in the “Actuator Feedback Calibration”tab 1412. A Position Limit alarm can additionally be triggered if a leftor right accelerator position falls outside of the limits specified inthe “Actuator Feedback Calibration” tab 1412.

A “Motion Error” alarm can be triggered if the position of an actuatordoes not reach the commanded position within a specified time period. A“Software Overcurrent” alarm can be triggered if the current is detectedas exceeding a threshold for a given period of time. A “Wiring Error”alarm can be triggered if the software is in a diagnostic mode orcalibration mode if a target position is not reached within a givenperiod of time.

A “Temperature” alarm can be triggered if the temperature of a componentexceeds a temperature limit threshold which can be specified in the“Accelerator Calibration” tab 1414. A Hardware Overcurrent alarm can betriggered if EDM hardware detects an overcurrent condition in one ormore electrical conductors. “System Alarms” 1914 may include thisHardware Overcurrent alarm, a Start Relay Not Detected alarm, a KillEngine Relay Not Detected alarm, Low Battery alarm 1904, and a No SeatSwitch alarm. The Start Relay Not Detected alarm is triggered if thereis no current through the coil of the start relay when current should bepresent (e.g. in start mode).

The Kill Engine Relay Not Detected alarm is triggered if there is nocurrent detected through the coil of the kill engine relay when currentshould be present. The Low Battery alarm is triggered if the voltagedrops below a given threshold. The No Seat Switch alarm can be triggeredif a seat switch is not detected.

The “CAN Bus” indicator 1402 can be illuminated when the CAN Bus modehas been selected. The CAN Bus mode selection can be performed via the“CAN Joystick” button 1404 or via an external switch. The “Seat” switchindicator 1406 will be illuminated when the seat switch is on; however,this indicator can be overridden by selecting the “No Seat SwitchRequired” button 1408.

Referring now to FIG. 28, the “Start Input (MOM)” indicator 1502 can beilluminated when an operator moves the key to the “start” position. Thecontroller “State” 1901 must be in “Start Mode” 1900 and the “StartRelay” indicator 1504 must be “on” to enter a “running mode.” The“Brake” switch indicator 1506 will be illuminated when the brake switchis on. A user will not be able to go into “running mode” if the brakeswitch is not on unless this is overridden by selection of the “No BrakeRequired” button 1508.

The “Cutback Mode” switch indicator 1510 is illuminated when the“Cutback Mode” switch (not shown) is on. This switch reduces the strokelimit by a percentage of the FWD/REV limits of the electric actuators.The “Relay Check” button 1512 signals the system to check for the killengine relay and the start engine relay. The “Left Actuator Only” relaybutton 1514 signals the system to run the left electric actuator only.The “CAN Display” button 1516 and the “CAN Joystick” button 1404 willtell the EDM to look at the CAN Bus line. The “One Accelerator/TwoActuators” button 1520 will force the system to only look at the leftaccelerator as the input to drive two separate electric actuators.Alternately, or as a selectable option, the “One Accelerator/TwoActuators” button 1520 can force the system to only look at the rightaccelerator as the input to drive two separate electric actuators.

The “Single Joystick” button 1522 will turn on a single multi-axisjoystick algorithm. The “Single Joystick Reverse Mode” button 1524 willinvert the reverse direction algorithm of the single multi-axisjoystick. For example, instead of the front of the machine turning rightin response to a user moving the joystick to the bottom right, the frontof the machine will turn left.

Referring now to FIG. 29, the “Start Relay” indicator 1504 can be litafter the diagnostic mode has finished and at the same time the statechanges to “Start Mode” 1900. The “Start Relay” indicator 1504 will onlybe activated if all four “Neutral” indicators 1600 display “OK.” Thefour Neutral indicators 1600 can additionally (or alternatively) displaya color, e.g. green for “OK.” The “Battery Power Relay” indicator 1606can be illuminated as soon as the key switch is turned on.

Referring now to FIG. 30, a block diagram of a battery power relay isillustrated. This diagram illustrates that if the “Battery Power Relay”indicator 1606 is not illuminated, pins J3-7 and J3-6 are not receivingpower. Referring now to FIG. 31, the “Kill Engine Relay” indicator 1802is lit as soon as there is an alarm that can be a safety concern to theoperator. The “Kill Engine Relay” indicator 1802 could also be a mastercontrol button to shut off the vehicle's internal combustion engine1102.

FIG. 32 illustrates an “Actuator Feedback Calibration” userinterface/display. This interface is utilized to calibrate the electricactuator sensors. More specifically, this interface is utilized to setneutral, set a forward limit, set a reverse limit, and the like. The“Accelerator Calibration” user interface/display of FIG. 33 displaysaccelerator output and is utilized to calibrate neutral, a forwardlimit, a reverse limit, a neutral band, and a temperature limit. A “RampRate Reference” graphic 1800 illustrates how acceleration rates areadjusted for four different directions (neutral to forward, forward toneutral, neutral to reverse, and reverse to neutral). The rate in theGUI 1302 can be accumulated at intervals, e.g. 10 ms, until it reachesthe desired position. The “Acceleration Calibration” interface isfurther utilized to calibrate a cycle by cycle current limit, ramprates, and single joystick only settings for exponential ramp rates.FIG. 34 is an exemplary screen used for installing new EDMfirmware/software. FIG. 35 is an exemplary screen used for identifyingsystem errors.

While the invention has been described in connection with what ispresently considered to be the most practical and preferred embodiment,it is to be understood that the invention is not to be limited to thedisclosed embodiment(s). Rather, the invention is intended to covervarious modifications and equivalent arrangements included within thespirit and scope of the appended claims, which scope is to be accordedthe broadest interpretation so as to encompass all such modificationsand equivalent structures as permitted under the law. It should also beunderstood that while the use of the word preferable, preferably, orpreferred in the description above indicates that feature so describedmay be more desirable, it nonetheless may not be necessary and anyembodiment lacking the same may be contemplated as within the scope ofthe invention, that scope being defined by the claims that follow.

In reading the claims it is intended that when words such as “a,” “an,”“at least one” and “at least a portion” are used, there is no intentionto limit the claim to only one item unless specifically stated to thecontrary in the claim. Further, when the language “at least a portion”and/or “a portion” is used the item may include a portion and/or theentire item unless specifically stated to the contrary.

While the invention has been described in connection with what ispresently considered to be the most practical and preferred embodiment,it is to be understood that the invention is not to be limited to thedisclosed embodiment(s), but on the contrary, is intended to covervarious modifications and equivalent arrangements included within thespirit and scope of the appended claims, which scope is to be accordedthe broadest interpretation so as to encompass all such modificationsand equivalent structures as permitted under the law.

Furthermore it should be understood that while the use of the wordpreferable, preferably, or preferred in the description above indicatesthat feature so described may be more desirable, it nonetheless may notbe necessary and any embodiment lacking the same may be contemplated aswithin the scope of the invention, that scope being defined by theclaims that follow. In reading the claims it is intended that when wordssuch as “a,” “an,” “at least one” and “at least a portion” are used,there is no intention to limit the claim to only one item unlessspecifically stated to the contrary in the claim. Further, when thelanguage “at least a portion” and/or “a portion” is used the item mayinclude a portion and/or the entire item unless specifically stated tothe contrary.

Having described the invention in detail with reference to certainpreferred embodiments, it will be understood that modifications andvariations exist within the scope and spirit of the present disclosure.

What is claimed is:
 1. A drive and control system for a utility vehicle,comprising: a CAN-Bus network operable to communicate signals to andfrom one or more components of the utility vehicle; a vehicle controlmodule comprising a processor and memory, the vehicle control moduleoperable to communicate signals to and from the one or more componentsvia the CAN-Bus network; first and second electric actuators with firstand second electronic drive modules, respectively, for controlling aspeed and direction of motion of the utility vehicle, a steering anddrive input device for receiving user input regarding desired speed anddirection of motion of the utility vehicle; and a steering and drivesensor module connected to the steering and drive input device fordetecting position, speed and direction of motion of the steering anddrive input device and operable to post on the CAN-Bus network asteering and drive input command corresponding to the position, speedand direction of motion of the steering and drive input device; whereinthe vehicle control module is configured to process the steering anddrive input command and post on the CAN-Bus network a steering and driveoutput command corresponding to the desired speed and direction ofmotion of the utility vehicle, and wherein the first and secondelectronic drive modules are configured to process and convert thesteering and drive output command to appropriate first and secondactuator commands to drive the first and second electric actuators toobtain the desired speed and direction of motion of the utility vehicle.2. The drive and control system of claim 1, wherein the first and secondelectronic drive modules are configured to continuously compare actualfirst and second electric actuator positions to the position, speed anddirection of motion posted by the vehicle control module and update thefirst and second actuator commands to obtain the desired speed anddirection of motion of the utility vehicle.
 3. The drive and controlsystem of claim 1, wherein the first electronic drive module isconfigured to use a first motion profile algorithm based on firsttunable parameters stored in the respective memory of the firstelectronic drive module to individually drive the first electricactuator, and wherein the second electronic drive module is configuredto use a second motion profile algorithm based on second tunableparameters stored in the respective memory of the second electronicdrive module to individually drive the second electric actuator.
 4. Thedrive and control system of claim 3, wherein the first and secondtunable parameters are defined according to a plurality of user accesslevels, wherein each of the plurality of user access levels correspondswith a unique set of one or more accessible tunable parameters.
 5. Thedrive and control system of claim 1, wherein the vehicle control moduleis operable to receive a plurality of analog input signals and aplurality of digital input signals from the one or more components ofthe utility vehicle and to transmit digital output signals via theCAN-Bus network to the one or more components of the utility vehicle. 6.The drive and control system of claim 5, including a seat occupancysensor configured to detect presence of weight on a seat of the utilityvehicle, wherein the seat occupancy sensor is configured to post on theCAN-Bus network an activation signal corresponding to the presence ofweight on a user's seat mounted on the utility vehicle.
 7. The drive andcontrol system of claim 5, including a PTO engagement sensor configuredto detect an engagement status of a PTO device, wherein the PTOengagement sensor is configured to post on the CAN-Bus network anengagement signal corresponding to the engagement status of the PTOdevice.
 8. The drive and control system of claim 5, including a parkingbrake engagement sensor configured to detect an engagement status of aparking brake, wherein the parking brake engagement sensor is configuredto post on the CAN-Bus network an engagement signal corresponding to theengagement status of the parking brake.
 9. The drive and control systemof claim 5, including a key switch from which the vehicle control moduleobtains electrical power, wherein the vehicle control module isconfigured to receive electrical power when the key switch is in an “on”position and to cease receiving electrical power when the key switch isin an “off” position, wherein when the key switch is in the “on”position, the vehicle control module provides electrical power toenergize the CAN-Bus network.
 10. The drive and control system of claim5, including a display screen connected to the CAN-Bus network andconfigured to display vehicle status information messages generated bythe vehicle control module and posted to the CAN-Bus network.
 11. Thedrive and control system of claim 10, wherein the display screen is atouch screen configured to receive user input that is subsequentlyposted on the CAN-Bus network.
 12. The drive and control system of claim1, including a stability control module coupled to the vehicle controlmodule, the stability control module configured to provide at least oneof vehicle straight line tracking, wheel slip and traction control,hillside stability, and rollover protection during operation of theutility vehicle.
 13. The drive and control system of claim 12, whereinthe stability control module includes an inertial measurement unitmodule configured to post on the CAN-Bus network.
 14. The drive andcontrol system of claim 13, wherein the stability control module isconfigured to fuse output signals from a multi-axis accelerometer, amulti-axis gyroscope, and a multi-axis magnetometer.
 15. The drive andcontrol system of claim 14, wherein the fusion of output signals resultsin a vector having three dimensions.
 16. The drive and control system ofclaim 1, wherein the vehicle control module is configured to send, viathe CAN-Bus network, a control signal to the first and second electronicdrive modules to reduce the speed of the utility vehicle to apredetermined speed irrespective of the detected position, speed, anddirection of motion of the steering and drive input device.
 17. A driveand control system for a utility vehicle, comprising: a CAN-Bus networkoperable to communicate signals to and from one or more components ofthe utility vehicle; a vehicle controller comprising a processor andmemory, the vehicle controller operable to receive and transmit signalsto and from the one or more components via the CAN-Bus network; andfirst and second electric actuators comprising first and secondelectronic drive modules, respectively, for controlling a speed anddirection of motion of the utility vehicle, wherein the vehiclecontroller is configured to process a steering and drive input commandand post on the CAN-Bus network a steering and drive output commandcorresponding to a desired speed and direction of motion of the utilityvehicle, and wherein the first and second electronic drive modules areconfigured to process the steering and drive output command to generateappropriate first and second actuator commands to drive the first andsecond electric actuators to obtain the desired speed and direction ofmotion of the utility vehicle.
 18. The drive and control system of claim17, wherein the first and second electronic drive modules are configuredto continuously update respective positions of the first and secondelectric actuators based on updated steering and drive output commandsposted on the CAN-Bus network by the vehicle controller.
 19. The driveand control system of claim 17, wherein the first electronic drivemodule is configured to use a first motion profile algorithm based onfirst tunable parameters stored in the respective memory of the firstelectronic drive module to individually drive the first electricactuator, and wherein the second electronic drive module is configuredto use a second motion profile algorithm based on second tunableparameters stored in the respective memory of the second electronicdrive module to individually drive the second electric actuator.
 20. Thedrive and control system of claim 19, wherein the first and secondtunable parameters are defined according to a plurality of user accesslevels, wherein each of the plurality of user access levels correspondswith a unique set of one or more accessible tunable parameters.